EP1348605B1 - Système de connexion et de transition pour unités-véhicules voisines articulées et appuyées sur un bogie commun d'un véhicule ferroviaire à construction modulaire - Google Patents

Système de connexion et de transition pour unités-véhicules voisines articulées et appuyées sur un bogie commun d'un véhicule ferroviaire à construction modulaire Download PDF

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Publication number
EP1348605B1
EP1348605B1 EP03005663A EP03005663A EP1348605B1 EP 1348605 B1 EP1348605 B1 EP 1348605B1 EP 03005663 A EP03005663 A EP 03005663A EP 03005663 A EP03005663 A EP 03005663A EP 1348605 B1 EP1348605 B1 EP 1348605B1
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EP
European Patent Office
Prior art keywords
connection
bellows
transition system
joint
gangway bellows
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP03005663A
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German (de)
English (en)
Other versions
EP1348605A1 (fr
Inventor
Andreas Dipl.-Ing. Krüger
Andreas Dipl.-Ing. Krieg
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transport Deutschland GmbH
Original Assignee
Alstom LHB GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Alstom LHB GmbH filed Critical Alstom LHB GmbH
Priority to SI200331631T priority Critical patent/SI1348605T1/sl
Publication of EP1348605A1 publication Critical patent/EP1348605A1/fr
Application granted granted Critical
Publication of EP1348605B1 publication Critical patent/EP1348605B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
    • B61F3/125—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains with more than one axle or wheel set

Definitions

  • the invention relates to a connection and transition system for articulated link parts of a multi-part rail vehicle according to the preamble of claim 1.
  • Such compound and transition systems for multi-part vehicles are known in various designs.
  • the connection of the two vehicle units with each other takes place essentially by a joint.
  • this joint is supplemented by additional handlebar and or driver elements and forms a so-called multi-functional joint, which also transmits the longitudinal forces and the dynamic and static lateral forces of the chassis to the vehicle boxes.
  • Such a multifunction joint is z. B. from the DE 44 04 878 C1 known.
  • This joint has the disadvantage that it is relatively heavy and has large dimensions.
  • the maximum longitudinal forces as well as the dynamic and static lateral forces of the chassis can not be initiated centrically due to the design. This results in additional bending moments which have a negative effect on the screw connection, the body structure and the multifunction joint itself.
  • p. 124 is known for S-Bru vehicles a connection and transition system.
  • the connection of the two vehicle units is made by a multi-functional joint.
  • the transition system is formed by a Doppelwellenbalg, the inner bellows ends with its two side surfaces below above the floor covering.
  • the outer bellows forms a closed tube of approximately rectangular cross-section, the lower portion of which extends just below the floor covering. With this design, the multifunction joint remains unprotected outside the double-shaft bellows.
  • WO 00/27656 is a connecting device between two articulated link members of a joint vehicle known having a lower and an upper pivot and a transition with a bellows or bellows and a transition bridge.
  • the hinges have two by a rotary member rotatably connected to each other hinge members.
  • the bellows or bellows is attached to the hinge members via stop plates.
  • the bellows or bellows itself has two substantially circumferential bellows, wherein the outer bellows essentially covers the rotary member, but not completely, since the area between the stop plates remains free.
  • the inner pleated or bellows covers only the upper and side areas.
  • the lower part in the transition region is formed without fold or bellows section.
  • the transition bridge consisting of the bridge elements in the region of the stop plates with the hinge member of the lower pivot joint. Since both bellows are not formed completely circumferentially, but in particular the inner bellows of the lower section is missing, the sound insulation values for many requirement profiles are not sufficient. In addition, the risk of ingress of liquids, dirt and dust is given because of the existing gaps on the mounting and interfaces in the space between the inner and outer bellows.
  • this document gives no suggestion, so that the question of the separation of functions of the linkage in the articulated connection between the link parts and the link parts and one, in particular common chassis does not arise.
  • the object of the invention is to provide a connection and transition system of the type mentioned, with a flat-building connection car body / car body and car body / chassis achieved, a protection of the joint the link parts against environmental influences in multi-part rail vehicles with floor height around 800 mm also in the separation area of the vehicle units allows and good protection of the interior is given against unwanted noise, temperature and pressure wave influences.
  • annular closed space for receiving signal, electrical and air ducts and other components, such as in particular the connecting joint, the fuselage and the like.
  • the separation of functions in the articulated area means that the maximum longitudinal forces and the dynamic and static lateral forces of the chassis are no longer introduced via the joint into the body but directly into the body structure become.
  • the distribution of forces further causes the static and dynamic requirements on the joint and its fittings compared to a conventional multi-functional joint are reduced by the forces resulting from the chassis.
  • the length of the handlebar is a decisive factor influencing the fatigue strength of the steering bearing.
  • a short handlebar has the same movements of the chassis a greater gimbal and torsional rotation relative to a long handlebar according to claim 3. Due to the separation of functions, the handlebar length could be increased by almost 50% compared to a conventional trailing arm. The reduction of the twist angle allows the use of relatively hard rubber-metal-arm bearings, which undesirable longitudinal paths can be counteracted in too soft bearings.
  • the separation of functions also allows the use of a small-sized spherical joint.
  • Fig. 1 and 2 show the front end of a vehicle unit, consisting essentially of a car body 11, which is operatively connected to a chassis frame 10 of a common chassis in the separation area of two articulated vehicle units.
  • a hinge 3 is provided to connect the adjacent car bodies 11 with each other. How out Fig.1 and 3 can be seen, this is a fork-flap construction used, which builds very small.
  • a coupling tab 3b is attached to a car body 11 to a fork cheek 3a and the other car body 11. In the coupled state, both joint elements are connected to one another by a joint pin, not shown, with effect.
  • a trailing arm 4 is provided, which is arranged directly below the hinge 3 in a vertical plane with this.
  • the car body 11 is supported in a manner known per se via air springs 12 on the chassis frame 10.
  • a transverse stop 5 is arranged on the car body 11, which is in operative connection with a arranged on the chassis frame 10 transverse buffer 6.
  • the center of the transverse stop 5 corresponds to the center of the air spring height.
  • a Doppelwellen- / bellows i. an outer bellows 1 and an inner bellows 2, provided.
  • the two bellows 1 and 2 form two mutually arranged, closed around tubes with approximately rectangular cross-sections.
  • the bellows side walls of the outer bellows 1 lie in the region of the vertical longitudinal plane in which the vehicle side walls are in the straight ahead.
  • the lower portion of the outer bellows 1 is retracted towards the vehicle center and pulled down trough-shaped, whereby the joint 3 is completely shielded from the outside.
  • the inner bellows 2 is arranged at a suitable distance from the outer bellows 1, so that an enclosed space 9 is formed between the two bellows, which space is available for accommodating signal and supply lines as well as other technical components.
  • the upper in the vertical area bellows side walls of the inner bellows 2 taper towards the lower portion, the lower portion between a retractable tread plate 7, which allows the unhindered passage of the separation area, and above the joint 3 extends horizontally.
  • the cross section of the two bellows 1 and 2 is in particular from the Fig. 2 recognizable.
  • the outer bellows 1 is attached to the front of the car body 11 of a vehicle unit and is connected in the coupled state with the end face of the adjacent vehicle unit in a conventional manner.
  • the inner bellows 2 is separately by means of one or more turnbuckles 8 via a clamping frame (not shown) also connected to the front side of the car body 11.
  • the connection with the front wall of the other vehicle unit takes place equally.
  • the accessibility to the components which are arranged in the space 9, with little effort, namely by opening the turnbuckles 8, allows.
  • outer and inner bellows 1 and 2 are formed divisible in the vertical coupling plane.
  • a roll damper 15 for controlling the rolling movements is also arranged and fixed between the spaced two vehicle units.
  • a pitch damper 16 is fastened between the vehicle units and is arranged outside the outer bellows 1 in the upper section.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
  • Handcart (AREA)
  • Automatic Assembly (AREA)

Claims (19)

  1. Système de liaison et d'intercirculation pour des éléments articulés d'un véhicule ferroviaire en plusieurs parties, comportant une articulation (3) pour relier les éléments entre eux, une liaison pour relier les éléments à un châssis, et un dispositif d'intercirculation pourvu d'un soufflet à bourrelets/à plis pratiquement circulaire et composé d'une plaque formant marchepied (7), d'un soufflet extérieur (1) et d'un soufflet intérieur (2), les deux soufflets (1 et 2) étant espacés de manière à former entre eux un espace pratiquement fermé (9) dans la zone inférieure duquel l'articulation (3) est disposée au-dessous de la plaque (7),
    caractérisé en ce que les éléments articulés sont en appui, dans leur zone de séparation, sur un mécanisme de roulement commun, en ce que la liaison entre un élément articulé et le mécanisme de roulement par l'intermédiaire du châssis (10) de celui-ci comporte au moins un bras oscillant longitudinal (4), en ce que les soufflets extérieur et intérieur (1 et 2) forment deux tubes fermés et en ce que l'articulation (3) est disposée, en étant protégée, entre la zone du plancher du soufflet extérieur (1) et la zone du plancher du soufflet intérieur (2).
  2. Système de liaison et d'intercirculation selon la revendication 1, caractérisé en ce que l'articulation (3) est conçue comme une construction à fourche et patte, étant précisé qu'il est prévu, fixés respectivement à un élément articulé et à l'autre élément articulé associé, un côté de fourche (3a) et une patte d'accouplement (3b) qui sont en relation fonctionnelle, en position accouplée, grâce à axe d'articulation.
  3. Système de liaison et d'intercirculation selon la revendication 1, caractérisé en ce que des bras oscillants longitudinaux (4) d'un modèle long, d'une longueur > 400 mm, sont utilisés.
  4. Système de liaison et d'intercirculation selon la revendication 1 ou 3, caractérisé en ce que le ou les bras oscillants longitudinaux (4) sont disposés directement sous l'articulation (3), dans un plan vertical par rapport à celle-ci.
  5. Système de liaison et d'intercirculation selon l'une au moins des revendications 1 à 4, caractérisé en ce que le ou les bras longitudinaux (4) sont disposés en dehors du soufflet (1).
  6. Système de liaison et d'intercirculation selon l'une au moins des revendications 1 à 5, caractérisé en ce qu'il est prévu sur l'élément articulé, en dehors du double soufflet, de chaque côté de l'articulation (3) et du ou des bras oscillants longitudinaux (4), une butée transversale (5) qui est en relation fonctionnelle avec un tampon transversal (6) disposé sur le châssis (10).
  7. Système de liaison et d'intercirculation selon les revendications 1 et 6, caractérisé en ce que le milieu de la butée transversale (5) est le même que le milieu de la hauteur des ressorts pneumatiques.
  8. Système de liaison et d'intercirculation selon la revendication 1, caractérisé en ce que les parois latérales du soufflet extérieur (1) sont situées dans la zone du plan longitudinal vertical des parois latérales du véhicule, et la partie inférieure du soufflet (1) est resserrée vers le milieu du véhicule et a la forme d'une cuvette.
  9. Système de liaison et d'intercirculation selon la revendication 1, caractérisé en ce que les parois latérales verticales du soufflet intérieur (2) vont en s'effilant vers la partie inférieure, et la zone du plancher du soufflet (2) est horizontale entre une plaque formant marchepied escamotable (7) et l'articulation (3).
  10. Système de liaison et d'intercirculation selon les revendications 1, 8 ou 9, caractérisé en ce que l'articulation (3) est disposée, en étant protégée, entre la zone du plancher du soufflet intérieur (2) et la zone inférieure en forme de cuvette du soufflet extérieur (1).
  11. Système de liaison et d'intercirculation selon les revendications 1, 9 ou 10, caractérisé en ce que le soufflet intérieur (2) est relié aux côtés frontaux des éléments articulés par un ou plusieurs manchons de serrage (8).
  12. Système de liaison et d'intercirculation selon les revendications 1, 9, 10 ou 11, caractérisé en ce que le soufflet intérieur (2) est relié aux côtés frontaux des éléments articulés grâce à un cadre de serrage disposé sur ceux-ci.
  13. Système de liaison et d'intercirculation selon la revendication 1, caractérisé en ce que l'espace (9) est conçu pour recevoir, en les protégeant, des lignes de signaux et des lignes d'alimentation.
  14. Système de liaison et d'intercirculation selon la revendication 1, caractérisé en ce que l'espace (9) est conçu pour recevoir, en les protégeant, des amortisseurs.
  15. Système de liaison et d'intercirculation selon la revendication 1 ou 14, caractérisé en ce qu'il est prévu, entre la partie supérieure du soufflet intérieur (2) et la partie supérieure du soufflet extérieur (1), un amortisseur de roulis (15) qui est disposé et fixé entre les éléments articulés espacés.
  16. Système de liaison et d'intercirculation selon la revendication 1, caractérisé en ce qu'il est prévu dans la zone du toit, en dehors du soufflet extérieur (1), un amortisseur de tangage (16) qui est disposé et fixé entre les éléments articulés espacés.
  17. Système de liaison et d'intercirculation selon la revendication 1, caractérisé en ce qu'il est prévu de chaque côté des éléments articulés, dans le sens longitudinal du véhicule et à la hauteur des ressorts pneumatiques (12), en dehors du soufflet extérieur (1), un amortisseur de lacet (13) qui est disposé et fixé entre les éléments articulés espacés.
  18. Système de liaison et d'intercirculation selon la revendication 1, caractérisé en ce qu'il est prévu de chaque côté, dans le sens longitudinal du véhicule et près de l'amortisseur de lacet (13), en dehors du soufflet extérieur (1), un amortisseur de lacet (14) qui est disposé et fixé entre l'élément articulé et le châssis.
  19. Système de liaison et d'intercirculation selon la revendication 1, caractérisé en ce qu'un plancher surbaissé d'une hauteur de plancher d'environ 800 mm est apte à être réalisé.
EP03005663A 2002-03-26 2003-03-13 Système de connexion et de transition pour unités-véhicules voisines articulées et appuyées sur un bogie commun d'un véhicule ferroviaire à construction modulaire Expired - Lifetime EP1348605B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
SI200331631T SI1348605T1 (sl) 2002-03-26 2003-03-13 Prikljuäśni in prenosni sistem za sosednje zgibne enote vozil modularnega ĺ˝elezniĺ kega vozila podprtega na skupnem voziäśku

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10213435 2002-03-26
DE10213435A DE10213435A1 (de) 2002-03-26 2002-03-26 Verbindungs- und Übergangssystem für gelenkig miteinander verbundene und über ein gemeinsames Fahrwerk abgestützte Gliederteile eines mehrteiligen Schienenfahrzeuges

Publications (2)

Publication Number Publication Date
EP1348605A1 EP1348605A1 (fr) 2003-10-01
EP1348605B1 true EP1348605B1 (fr) 2009-04-29

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EP03005663A Expired - Lifetime EP1348605B1 (fr) 2002-03-26 2003-03-13 Système de connexion et de transition pour unités-véhicules voisines articulées et appuyées sur un bogie commun d'un véhicule ferroviaire à construction modulaire

Country Status (5)

Country Link
EP (1) EP1348605B1 (fr)
AT (1) ATE430076T1 (fr)
DE (2) DE10213435A1 (fr)
ES (1) ES2326630T3 (fr)
SI (1) SI1348605T1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT513899B1 (de) * 2013-01-15 2015-02-15 Siemens Ag Oesterreich Passagierschienenfahrzeug
CN112744242A (zh) * 2019-10-31 2021-05-04 比亚迪股份有限公司 轮包组件和具有其的轨道车辆
CN112477895B (zh) * 2020-11-26 2022-03-22 中车青岛四方机车车辆股份有限公司 轨道列车的贯通道及轨道列车

Family Cites Families (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2318369A1 (de) * 1973-04-12 1974-10-31 Wegmann & Co Schienengliederzug, insbesondere strassenbahnzug
DE2526703C2 (de) * 1975-06-14 1986-07-03 Scharfenbergkupplung Gmbh, 3320 Salzgitter Übergangsschutz zwischen zwei miteinander kuppelbaren Fahrzeugen
DE3804323A1 (de) * 1988-02-12 1989-08-24 Huebner Gummi & Kunststoff Uebergangsschutz fuer gelenkig miteinander gekuppelte schienenfahrzeuge
FR2645097B1 (fr) * 1989-03-28 1991-06-21 Caoutchouc Manuf Plastique Membrane deformable pour tunnel d'intercirculation entre vehicules successifs ferroviaires ou routiers a ondes de profondeur croissante
DE4121080A1 (de) * 1991-06-26 1993-01-14 Waggon Union Gmbh Kupplungsvorrichtung fuer die auf einem gemeinsamen drehgestell abgestuetzten enden zweier gelenkig miteinander verbundener fahrzeugeinheiten
DE4227126A1 (de) * 1992-05-07 1993-11-11 Huebner Gummi & Kunststoff Gelenkverbindung zwischen zwei gelenkig miteinander verbundenen Fahrzeugen
DE9404993U1 (de) * 1993-03-25 1994-06-16 Jenbacher Transportsysteme AG, Jenbach Balg
DE4329674B4 (de) * 1993-09-02 2004-08-12 Hübner GmbH Spaltausbildung zwischen der Übergangsplattform und den Fußböden von Vorder- und Hinterwagen von Gelenkfahrzeugen, insbesondere Straßengelenkomnibussen
DE4404878C1 (de) * 1994-02-17 1995-03-16 Talbot Waggonfab Gelenkverbindung für zwei Teileinheiten eines Fahrzeugs
FR2751603B1 (fr) * 1996-07-26 1998-10-09 Lohr Ind Liaison composite articulee entre deux voitures successives d'un vehicule de transport en commun separees par un module intermediaire porte par un essieu
DE19638763C2 (de) * 1996-09-21 2001-02-15 Daimler Chrysler Ag Drehgestellanbindung für Jacobs-Drehgestelle
AT2201U1 (de) * 1997-01-22 1998-06-25 Jenbacher Energiesysteme Ag Elastische balgverbindung
NL1009685C2 (nl) * 1998-07-17 2000-01-19 Stork Rmo Bv Railvoertuig en loopwerk daarvoor.
DE59805559D1 (de) 1998-11-05 2002-10-17 Huebner Gmbh Verbindungseinrichtung zwischen zwei gelenkig miteinander verbundenen fahrzeugteilen eines gelenkfahrzeuges
EP1162121B1 (fr) * 2000-06-05 2005-04-06 Le Joint Francais Snc Dispositif de fixation d'un soufflet et procédé pour sa mise en oeuvre

Also Published As

Publication number Publication date
SI1348605T1 (sl) 2009-12-31
DE50311462D1 (de) 2009-06-10
DE10213435A1 (de) 2003-10-09
EP1348605A1 (fr) 2003-10-01
ES2326630T3 (es) 2009-10-16
ATE430076T1 (de) 2009-05-15

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